Train-control system



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Dec., 1,1925- 1,564,146@

P. J. slMMEN TRAIN CONTROL SYSTEMk Filed March 17. 1922 2 Sheets-Sheet 2 enema Dee. i, 192s.

STATES TRAIN-CONTRL SYSTEM.

Application :tiled March 1'?, 19532. ySerial En. 544,489.

To aZZ whom it may concern.'

Be it known that lt, PAUL d. SIMMEN, a citizen of the United States, residing at Eden, in the county of lErie and State of New York, have invented certain new and useful Improvements in Train-Control Systems, of which the following is a specification.

This invention relates to train control systems and more particularly to a system wherein the electrical receiving devices employed to ed'ect some phase of train control, for example signalling, are responsive to conditions created at a central oce, thereby to enable the despatcher to prescribe traffic conditions which will conform to the requirements of safety and at the same time will involve the most effective utilization of track capacity.

The principal object of the invention is to insure the safety of such a system by making certain provision for the suitable conditioning of the appropriate electrical receiving device under conditions of danger independently of, and possibly contrary to, the action of the despatcher, thereby in any case to secure the proper regulation of the movement of the'train when danger conditions maintain and so long as such conditions persist. Stated otherwise the principal object of the invention is to promote facility of operation and the utilization of maximum track capacity while at the same time invariably to produce under conditions of danger that regulation of the movement of the train which will conform to such conditionsand promote or insure safety of operation, and to render ineffective any attem ted conditioning of the receiving device y the despatcher as for clear or other tratlic condi- -tions except danger.

A further object of the invention is to provide a system wherein the above purposes are served in connection with the o eration of means, conditioned by the despatcher, for recording 'the movements of vehicles in relation to station or block divisions for which clear signals may have been effected by the despatcher.

lilith the above objects, in view the invention consists generall in a system having train movement regu ating means which is controlled automaticallyA by a track circuit as conditionedl by the movement of a vehicle or manually by a despatchers switch and wherein an operation of said means appropriate to conditions of danger may be effected by the despatchers switch and under conditions of danger will be certainly and automatically effected by the track circuit -as conditioned by the preceding vehicle but regulating means consists of signals, a

danger signal can be produced either by the des atchersswitch or the track circuit butl un er actual danger conditions will in any case be produced automatically by the track circuit and at such time the condition of the track circuit, as produced by the preceding vehicle, will prevent a clear signal or any signal other than a danger signal being given by 'an operation of the despatchers switch; the invention also consists 1n the provision, in combination with the above features, of means which is conditioned by the despatcher and is subject to the controlling track circuit for recording the movements of vehicles in relation to station or block divisions for which clear signal indications may have been given by the des atcher; the invention also consists general y in novel features of structure, combination and arrangement appurtenant to a system having the distinguishing characteristlcs stated.

gi the accompanying drawings:

1 whic the features of the invention are incorporated in a form wherein the regulating means consists of cab signals.

Figure 2 is a diagram showing the cab circuits.

Figure 3 is agdiagram showing a system wherein the regulating means consists of fixed signals.

Referring to Figures l and 2:

For the' transmission of regulating currents l preferably use, in accordance with known ractice, short third rails or ramps. Along t e track l, which may be assumed to run east and west, are a number of stations A, B, C, D, E, etc., which may be actual re l is a diagram showing a system in a Mill stations or other convenientl dividing. point/s between blocks, station A being assumed to be aterminal of the road or of a division thereof. The thirdfrails are also provided at each station and, preferably and in accordance with known practice, are connect'- ed in pairs, each pair comprising a h ome rail 3 and a distant -rail 4. These rails may be provided for each direction of train movement and are located on the right hand side of the track but as a matter of conveniencel and .to simplify the illustration they are shown in the drawings only for trains west bound from station A. The car or locomotive indicated diagrammatically by the showing of the truck T is provided with a movable shoe 5 for engagement with the third rails, the shoe 5 first engaging the distant rail and thereafter the home rail.

The cab circuits are controlled by the condition of the-third rails 3 and 4 and in-the embodiment selected for the purpose of illustration include signal lamps as the regulating devices. An energized condition of said third rails produces a clear signal and a de-energized condition produces a danger signal.y For the purpose of illustration it is assumed that the rails are to be energized by direct current.

The cab circuits and the signal lamps for regulating train movements are shown in Figure 2. A simple arrangement oi' twolamp circuits, such as is shown in my prior Patent No. 941,541 of November 30, 1909 has been selected for the purpose of illustration. The car carries a relay CR which may be of any desired character and is used tocontrol the operation of the signal lamps.

The relay CR, as shown, includes an ordinary magnet 6 and a pivoted armature 7 which moves against a front contact 8 wheny the magnet is energized and against a back contact 9 when the magnet is deenerg'ized.

The magnet 6 is ener ized by current supplied through the third rails 3-4 or by current supplied from a suitable source, 'for example a battery 10, carried by the car. When the shoe 5 is engaged with an electrified third rail 3-4 current flows by the wire 11 to the magnet 6 and thence by the wires 12 and 13 to ground. When the shoe 5 is engaged with a' de-energized third rail no current is supplied to the magnet 6. When the shoe 5 passes from an energized third rail. current is supplied to the magnet by the battery 10 and the energization of the ma net is thus continued until it is interrupte as will resently appear, by the en agement of the s oe 5 with a de-energized t ird rail. When the shoe 5 passes from a de-ene-rgized third rail no current is supplied-to the magnet which thus remains de-energized until such time as its ener ization is established by the engagement o the shoe 5 with an energized third rail. When the magnet 6 is able switch 16 movable with the shoe 5 and normally (i. e. when said shoe is not in engagement with a third rail) engaging a contact 17 connected by av wire 18 to the front contact 8. This circuit may be traced as follows: battery 10, armature -7, front contact 8, wire 18, contact 17, switch 16, shoe 5, wire 11, magnet 6 and Wires 12 and 19 to battery. The circuit thus traced is broken at the contact 17 when the shoe 5 is in engagement with a third rail.

Vt'hen the magnet 6 is energized another circuit'is established for thelamp 14 and which may utilize the battery 10 or other suitable source. As shown the circuit for the lamp 14 maybe traced from battery 10 through armature 7, front contact 8, wire 20, lamp 14, and Wires 21 and 19 to battery.

When the magnet 6 is de-energized a circuit is established for the lamp 15 and which may utilize the battery 10 or other suitable source. As shown the circuit for the lamp 15 may be traced from battery 10 through armature 7, back contact 9, Wire 22, lamp 15 and wires 23 and 19 to battery.

It will be noted that the particular signal established in accordance with the condition of the third rail with which the shoe 5 is engaged is continued 4after the vehicle passes by the third rail and until the shoe 5 engages with a third rail having a diierent electrical condition. The third rail is formed, in accordance with standard practice, with inrlined end portions (not shown) to facilitate the engagement of the shoe 5 and the parts are so arranged that the switch 16 will engage the contact 17 before the shoe 5 completcly disengages the third rail. Consequently, in the case of an energized third rail, the energization of the magnet effected through the circuit in which said rail is included is uninterruptedly continued when the vehicle passes beyond the third rail by the local holding circuit which includes the battery 10 and the switch 16; and in this way the lighting ot the lamp 14 to give a clear Isignal as eii'ected by the contact ot' the shoe 5 with an energized third rail is continued until the shoe 5 engages a (le-energized rail, at which time, the local holding circuit being broken at the Contact 17 no current is supplied to the magnet 6.

When the magnet is thus (le-energized by till the engagement of the shoe 5 with a deenergized third rail, the armature 7 falls against the back contact 9 and closes the clrcuit of the lamp 15, thus producing the danger signal which is continued until the shoe 5 engages an energized rail, it being apparent that after the vehicle leaves'a deenergized rail the local holding circuit of the magnet is broken at the contact 8, and t-hat the armature 7 will remain in engagement with the contact 9 until such time as current is supplied to the magnet through an energized third rail.

In the embodiment disclosed the electrical condition of the third rails is subject to con trol, under conditions to be described, by switches at the despatchers @Hice and which are designated generally as 26, there being a switch for each station or block division A-E, etc., of the road and the switches being connected in. multiple to the corresponding blocks. These switches are indicated merely diagrammatically in the drawings and, are differentiated by the same letters as the stations to which they severally f correspond. As shown, they include rocker shafts 27 by which they are mounted and each shaft 27 is connected by a wire 28 to the signal rails 3-4 of the corresponding station, the connection being made through a track relay TR'. Y

Any suitable arrangement may, ot course, be provided for supplying current to the third rails in connection with their control from a remote point, i. e. the despatchers oiice. As herein shown the third railskare energized by current supplied from a common battery 29 which is connected by a line wire 30a to a rail of the track 1 and which may be utilized as the source of current for certain electrical receiving devices at the despatchers ollice. The 'other pole of the battery 29 is connected to the stationary contacts of the switches 26, the connections including a common wire 30 and wires 31 and 32 leading to the switch contacts. The central station equipment may include station relays'SR for a purpose to be described andthe magnets 33 of said relays are shown as connected between the Wires 31 and 32.

Each station or block division includes a battery or other source of current 34B and a relay TR having a magnet 35, said battery and magnet being bridged across the track rails l. The wires 28 are connected to the armatures 36 ot the relays TR and the front contact 37 of cach armature is connected by a wire 38 to the third rails 3 4: at the cnt rance ot the station or block division with which the relay Tit is associated. The 'track rails oi each block are, of course, suitably insulated troni' thc track rails of adjacent blocks and the third rails 3 4 of each block may he regarded as located at the end of the station or block divisions with which they are associated are unoccupied; but when a station or block divisio-n is occupied the relay TR thereof is de-energized because of the short circuit through the vehicle. The circuit from the battery 29 through the third rails is completed by the armature 36 as held b i the energized magnet 35 ot' the relay Tlii against the front contact 37. This circuit is broken at the contact 37 when the magnet 35 is cle-energized and under such condition the closure of the switch 26' will be without eii'ect. -lfrom those considerations it follows:

The despatcher can at fall times de-energize the third rails at the entrance of any block in order to eii'ect a danger signal. This is accomplished by disengaging the stationary and movable Acontacts oit the corresponding switch 26, thus breaking the circuit of the battery 29 atv the switch; the drawing shows the switch B-26 as thus opened whereby,'in any case, to (ie-energize the third rails at the end of block A. The despatcher can energize the third rails at the entrance of a particular block so as to give a clear signal only when there is no vehicle in that` block. This is accomplished by closing the switch 26 and is illustrated in .the case of Switch @-26, there being no vehicle in block C whereby the vehicle in block lB will receive a clear signalas it asses the third rails at the end of that bloc n 'Under such conditions the circuit may be traced as follows: battery 29, wirek 30, switch (P26 and associated elements, that is to say wire 31, magnet 33, wire 32, contacts of switch (P26, and wire 28 from switch (L26, armature 36 of relay TR of block C, front contact 37, wire 38 and third rails 3-4 et block B., through the cab 'circuit as described, a rail ever, it there be a vehicle in a block the operation ozt the despatchers switch 26 te give a clear signal to a train at the entrance ot that block will be ineffective. This is illustrated in the drawing in the case of block D. lit will be noted that block D is `occupied by a vehicle but that the corresponding switch D-26 has been closed by the despatcher. Since the vehicle in block D short circuits and thus de-energizes the reiay TR et that block the circuit of the battery 29 will be broken at the front contact 37 et said relay and the third rails 3 4 at the end ot Mitt# los y or track l and wire 301 to battery 29. Howf" block'C, that is to say at the entrance of block D, are automatically de-energized, notwithstanding the position of the switch D-26 for a clear signal. In this case the` deeiiergization ofthe third rails at the end of block C has been effected automatically by the track circuit which includes' the relay TR of block D and which has been automatically conditioned for a danger signal by the vehicle in block D; and the track circuit as thus conditioned by the vehicle in block D has rendered ineffective the attempt of the despatcher to give a clear signal at the entrance of said block by the closure of the switch D-26'. Block E being unoccupied and the switch E-26 being closed the vehicle in block D will receive a clear signal before it reaches the. entrance of block E. When the vehicle passes fromblock D into block Ethe battery 34 of block D will re-energize the corresponding relay TR and, the switch D-Q being closed, a vehicle which may have meantime entered block C will receive a clear signal for block D.

A train control system having the features `above described can be advantageously supplemented'by suitable apparatus at the despatchers office for making a record of train movements and one form of such apparatus is herein shown diagrammatioally. As shown, the recording apparatus includes a chart 39 in the form of a web and which is trained over any suitable arrangement of guiding and winding rollers. The web 39 bears regularly spaced transverse or horizontal lines 40 indicative of divisions of time and longitudinal or vertical lines 41 indicative of the stations to which they severally correspond 'as shown in the drawings by the letters A, B, C, D and E. The shaft 42 of the winding roll of said web may be clock driven in any suitablemanner but it is preferably driven by a ratchet wheel 43, in turn operated by a pawl 44 carried by the armature of an electromagnet 45. Current for the operation of the magnet 45 is supplied by a. battery or other suitable source 46, the circuit being traced as follows: battery 46, wires 47 and 48, clock switch 49,4

wire 50, magnet 45 and wires 51 and 52 to battery. The recording means is emplo ed for recording the movements of the vehicle in relation to station or block divisions for which clear signals have been given. According to the invention the recording devices are conditioned for operation by the despatcher, preferably in connection with the setting of the switches 26 to produce a clear signal, but their operation is subject to the conditions of the corresponding track circuits which control the clear signalindications.

The co-ordination of the operation of the recording devices and the switches 26 is effected bythe station relays SR by which the operating circuits of said devices are controlled. The recording devices preferably 4consist of punches 53 which form recording pleted when a vehicle has its shoe 5 in engagement with an energized third rail 3-4 at the entrance of such station or'block division. The drawing shows a vehicle in block Dand the diagram assumes that the shoe 5 of the' veliiole is engaged with the energized third rail 4 at (i.e. suitably in advance of) the entrance ot' block E. In such case the relay SR- tor station E is energized and the circuit of the corresponding magnet 54 may be traced as'follows: battery 4G, wires 47 and 42), armature and front contact 56 of relay SR, wire 57, magnet 54 and wires 58, 5S) and 52 to battery 4G. In all cases the circuits of t-he magnets 54 are completed by the corresponding armatures 55 in engagement with their front contacts 56 and hence for their completion it is .required that the relays SR be energized. Since these relays can never be energized except as the corresponding third rails are electrified, it

follows that under danger conditions when.

the third rails are de-energized .by the track circuits no operation of a corresponding punch 53 can take place, notwithstanding that said punch may have been conditioned for operation by the despatchers switch. For example, the diagram assumes that the third rails of station C are de-energized consequent toa vehicle occup ing block D whereas the despatcliers switch 1)-26 iS closed; iu this case the dead third rails of block C prevent the completion of the circuitof the magnet 33 of the relay SR for station D, notwithstanding that the switch D-26 is closed and it follows that the engagement of thethird rails of block C by thel shoe 5 of a `vehicle cannot produce an operation of the Fpunch 53.

Referring to igure 3:

This figure shows a system embodying the invention in which the train movement regulating elements consist of fixed signals, i. e. signals such assemaphores arranged at fixed points in relation to the'blocks which they control. The track 1 is divided into blocks A, 1B, C, D, E, etc., in the manner described. lVhile the invention is applicable to single lines of tracks'wherein the. signals are arranged at opposite sides of the rails for trains bound inopposite directions, to promote convenience and simplicity of illustra.-

tion I have shown the signals arranged for tration, that the despatcher east to west. The lixed signals as 60 are indicated in accordance with established convention as the usual semaphore arms which by their positions show whether clear or danger conditions obtain, the showing of the arms being also symbolic of their operating mechanism whichmay be of any. suitable construction well known in the art. In the diagram the vertical position of the arms 60 represents danger and the inclined position represents clear. Thus the signals for blocks A, C, and E are assumed to be set at clear and the signals for blocks B and D at danger.

Each signal 60 has the usual operating circuit to which its mechanism is responsive and which is supplied by a battery 61 and is closed through an armature 62 and a front contact 63; a clearl indica-tion is given when this circuit is closed and a danger indication when it is opened. The operating circuit of each signal 60 is controlled by a relay which includes the armature 62 and a magnet 64 arranged in a circuit which must be closed through the despatchers switch 26 and also through an armature 65 and a front contact 66. In the case-of the block E the` despatchers switch circuit is shown as closed in order to produce aclear signal, and may be traced as follows: battery 29, Wire 30 (common to all the switches 26), switch lil-26 and associated elements, namely wire 31, magnet 33, wire 32, contacts of switch E-26 and wire 28 leading from said switch, armature 65 and front contact 66 of block E, wire 67, mag-net 64, wire 68 to a rail of the track 1, and wire 30 to battery 29.` The armature 65 forms an element of a track relay TR which includes a magnet 35 bridged across the rails of the track 1 and normally energized by current supplied by a battery 34 also bridged across said rails in the same"- block. Itwill be noted that for a clear signal to be given by the despatchers switch the relay TR must be energized ineorder that the armature 65 may be engaged with its front contact-66. When the circuit of the despatchers switch is closed the magnet 64 is energized and establishes the engagement of the armature 62 with the-front contact 63, thereby closing the operating circuit, of the signal 60 and producing an indication of clear trackwav conditions.

When a vehicle is in a block the signal at the entrance of said blockis automatically set at danger, notwithstanding that the corresponding despatchers switch may be set for a clear signal. The fact that a vehicle in a block produces a danger signal at the entrance to such block is due to the short circuiting and resultant de-energization of the corresponding relay TR. This condition 1s shown in connection with block D; in which caseit is assumed, for the purpose of illuss switch D-QG is set for a clear'signal. vThe de-energization of the relay TR of this block has caused the despatchers switch circuit to be opened at ,the front contact 66 with resultant de-enerization of the magnet 64 which in turn gas caused thecircuit of the signal 60 to be opened at the front contact A63, the signal being thereby set at danger. Whenthe vehiclepasses from block D into block E, the

despatchers switch D-26 being still in position for a clear signal, the relay TR of block D is energized, thereb throu h the lof block B at danger. consequent to the opening of the circuit of the battery 29 by the switch B-26. i j

The recording means at the despatchers oflce includes the chart 39 constructed and operated as in the previous embodiment, the perforating punches 53 and their operating magnets 54, and the station relays SR having the magnet 33 and the armatures 55. Whereas in the embodiment of Figure 1 the circuits of the magnets 54 are closed by the engagement of thev armatures 55 against front contacts 56 consequent to the energization of the relays. SR, in the embodiment of Figure 3 the circuits of the magnets 54 are closed 'by the engagement of the armatures 55 a ainst back contacts 56a consequent to the e-energization of the relays SR. In other words in Figure 1 the perforating punches are operated when the relays SR are energized andare rendered inoperative by the de-energization of said relays whereas in Figure 3 the operation is just the reverse, that is to say the relays SR as energized render the punches inoperative (maintaining their circuits open) and as de-energized cause their operation by permitting the armatures 55 to engage the back contacts 56a. The opening of the circuit of the battery 29 by the presence of a vehicle in a block will, of course, -de-energize the relay SR corresponding to said block, thereby causing the closingof the circuit ofthe magnet of the corresponding recording punch with a resultant operation of said punch.'

The armature 55 will remain in ositlon to close the circuit of the magnet 54 t rou hout the period in which the correspondin lock is occupied by a vehicle or in which. t eslgnal for said block is set at danger and it becomes necessary to make provision for the momentary energization of the punch operating magnet 54 since the 'perforating ying means,

punch 53 would otherwise impede the movelnent of the chart 39 or produce an undesirable slit in said chart. It is preferred to cause the punch 53 to make a series of perforations at regular intervals and for ythis purpose I may use a clock driven interrupter such as is shown for a similar 'purpose in my prior Patent No. 1,257,412 of February 26, 1918 and is herein indicated at 70, this interrupter being connected between the Wires 49 and 49a. It is further to be noted that in the embodiment of Figure 3 each perforating punch is not only operated in consequence of the movement of a vehicle into the block to which the punch corresponds but isy also operated Whenever the danger signal for the corresponding block is given by the despatchers switch, its operation in such case recording the fact that the switchhas been set at danger for the period indicated by the extent of the punches. This is shown in the diagram of Figure 3 in the case of the switch B-26 which has been set for danger with resultant operation of the corresponding perforating punch. t

The system herein described gives the despatcher the greatest facility in regulating train movements and utilizing maximum track capacity While at the same time insuring entire'safety of operation by preventing the despatcher through inadvertence or mistake from giving a-false clear signal. These results in the aggregate are essentially secured by the combination of operating cir cuits controlled from a remote point by the despatcher and local track circuits to which the despatchers control of the operating circuits is subject.

It will, of course, be understood that the diagrams herein shown are. While complete in their disclosure of the invention. merely schematic Having-fully described my invention, I claim:

1. In a system o f train control, in combination, a llne of track, means having different phases of operation for regulating the movement of trains, electrical means opera.- tive according to its condition for producing one or another operation of said regulatand means for characteristically conditioning said electrical means including a controlling element -manually operated from a fixed remote point and having selected maintained positions to etlect and maintain such characteristic conditioning, and a second controlling element automatically operative in accordance with the occupied or unoccupied condition of said line of track and to which the conditioning operation of the manually operated element is subject, thereby to prevent a regulation for clear trackivay conditionsfalsely responsive to a corresponding operatcxci.. of said manually operated element.

2. In a system of train control, in combination, aline of track, means having different phases of operation for regulating the movement of trains, electrical means operative according to its condition for producing one or another operation of said regulating means and means for characteristically conditioning said electrical means including a controlling element manually operated from va xed remote point and having selected maintained positions to 'effect and maintain such characteristic conditioning, an electrically operated controlling element to which the conditioning operation of the manually operated element is subject, and a circuit connected to the line of track and in which the electrically operated element is included, the electrically operated element being automatically responsive in its particular operations to the occupied or unoccupiedcondi tion of said line of track, thereby to prevent a re ulation for clear trackway conditions false y responsive to a correspondingl operation of said manually operated element.-

3. In a system of train control, in combination, a line of track, signal means adapted for clear and danger indications, electrical means operative according to its condition for producing one or another indication of said signal means, and means for characteristically conditioning said electrical meansl including a controlling element manually operated from a Xed remote point and having selected maintained positions to effect and maintain such characteristic conditioning, and a second controlling element automatically operative in accordance with the occupied or unoccupied condition of said line of track and to which the conditioning operation of the manually operated element is subject, thereby to revent a regulation for clear trackway con itions Jfalsely responsive to a corresponding operation of said manually operated element."

4. In a system of train control, in combination, a line of track, signal means adapted for clear and danger indications, electrical means (perative according to its condition 'for pro ucing one or another indication of said signal means, andmeans for characteristically conditioning said electrical means including a controlling element manually operated from a fixed remote point and having selected maintained positions to effectand maintain such characteristic conditioning, an electrically operated controlling element to of the manually operated element is subject and a circuit connected to the line of track and in which the electrically operated element is included, the electrically operated element being automatically responsive in its particula` operations to the occupied or unoccupied condition ofI said line of track,

thereby to prevent, a regulation `for' clear 13 which the conditioning operation trackway conditions falsely responsive to a corresponding operation of said manually operated element.

5. In a system of train control, in comblnation, a line of track, a vehicle thereon, signal meanscarried by the,vehicle and adapted for Aclearanddanger indications, electrical means .also carried by the vehicle and operative according to its condition for producing one orl another indication of said signal means, and means operative in relation to a fixed division of the line of track for conditioning said electrical means and including a controlling element manually operated from a fixed remote point and a Vsecond controlling element automaticall operative in accordance with the occupie or unoccupied condition of said fixed division of said line of track and to which the conditioning operation of the manually operated element is subject, thereby to prevent a regulation for clear trackway conditions falsely responsive to a corresponding operation of said manually operated element.

6. In a system of train control, in combination, a line of track, a vehicleY thereon, signal means carried by the vehicle and adapted for clear and danger indications, electrical means also carriedby the vehicle and operative according to its condition for producing one or another indication of said signal means, and means operative in relation to a fixed division of the line of track for conditioning said electrical means and including a controlling element manually operated from a fixed remote point, and an electrically operated controlling element to which the conditioning operation of the manually operated element is subject and a circuit connected to the fixed division of the lineof track and in which the electrically operated element is included, the electrically operated element being automatically responsive in its particular operations to the occupied or unoccupied condition of said fixed division of the said line of track, thereby to prevent a regulation for clear frackway conditions'falsely responsive to a corresponding operation of said manually operated element.

7. lin a system of train control, in combination, train movement regulating means, electrical means of characteristically variable condition to which said regulating means is characteristically responsive in o eration, an electrical circuit by which said electrical means is characteristically conditioned`r manually operated means for'characteristically conditioning said circuit from a fixed remote-point, a line of track and means automatically operative characteristically in accordance with the occupied or unoccupied condition of said line of track for characteristically conditioning said circuit, the condltionlngi;r of the circuit by said manually operated means to produce a certain operation of said regulating means being subject to the operation of said automatically operative means, thereby to prevent. a

Aregulation for clear trackway conditions eration, an electrical circuit by which said i electrical means is characteristically conditioned, manually operated means for characteristically conditioning said circuit from a fixed remote point, aline of track, an elec trical circuit connected to said line of track,

Yand having means therein automatically operative characteristically in accordance with the occupied or unoccupied condition of said line of track for characteristically conditioning said first named circuit, the conditioning of the first named circuit by sai'd manually operated means to produce a certain operation of said regulating means being'subject to the operation of said automatically operative means, thereby to prevent a regulationfor clear trackway conditions falsely responsive to a corresponding operation of said manually operated means..

v 9. In a system of train control, in combination, train movement regulating means, electrical means of characteristically variable condition to which said regulating means is characteristically responsive in operation, an electrical circuit by which said electrical means is characteristically conditioned, manually operated means for characteristically conditioning said circuit from a fixed remote point, a line of track, an electrical circuit connected to said line of track and having a relay therein responsive in operation to the occupied or unoccupied condition of said line of track for characteristically conditioning said lfirst named circuit, tliejconditioning of the first named circuit by said manually operated means to produce a certain operation of said regulating means being subject. to tlleoperation of said relay, thereby to prevent a regulation for clear trackivay conditions falsely responsive to a corresponding operation of said manually operated means.

10. In a system of train control, in combination, a line of track, meanshaving differentphases of operation for regulating the movement of trains, electrical means operative according to its condition for prof ducing one or another operation of said regulating means, meansfor conditioning said' electrical means including a controlling element manually operated from a fixed re mote point and a second controlling element automatically operative in accordance with the 'occupied or unoccupied condition of said line of track and to which the conditioning operation of the manually operated element is subject. electrically operated means for recording train movements and means also conditioned bysaid manually operated element and subject to said second controlling element for producing an operation of said recording means.

11. In a system of train control, in combination, a line of track, signal Ymeans adapted for clear and danger indications, electrical means operative accordingto its condition for producing one or another indication of said signal means, means for conditioning said electrical means including a controlling element manually operated from a fixed remote point and a second controlling element automatically operative in accordance with the occupied or unoccupiedcondition of said line of track and to which the conditioning operation of the manually operated element is subject,velectrically operated means for recording train movements and means also conditioned by saidmanually operated element and subject to said second controlling element for producing an operation ofsaid recording means. f

12. In a railway train control system, in combination, a trackway divided into blocks, a train control rail for each block arranged onone side of the trackway, a source of current, manually operated elements, one for each block, located. at a common remote pointl for connecting or disconnecting one terminal of the source with the track control rail, and means controlled by the presence of a train upon a block to which the effective operation of the correspondingly manually operated means is Subject, thereby to prevent a regulation for clear track- Way conditions Jalsely responsive to a cor# responding operation of any of said manually operated elements.

13.v In a railway train control system, in combination, a trackway divided into blocks, a source of current, train control means for each block and to which current may be supplied from said source, switches, one for each train control means, located at a common remote point and in circuit with said source, each switch being manually operable to connect or disconnect one terminal of the source to the corresponding train control means, a trackway battery for each block, and a relay for, and energized by, each battery bywhich the supply of current to each train control means through the corresponding remote switch is controlled, thereby to prevent a regulation for clear trackway conditions falsely responsive to a corresponding operation of any of said switches.

14. In a system of train control, in combination, a line of track, means having different phases of operation for regulating the movements of trains, electrical means operative according to its condition for producing one or another operation of said regulating means, means for conditioning said electrical means including a controlling element manually operated from a lixed remote point and a second controlling element automatically operated in accordance with the occupied or unoccupied condition of said line of track and to which the conditioning operation of the manually operated element is subject, electrical operating means for indicating train movements, and means also conditioned by said manually operated element and subject to said controlling elements for producing an operation of said indicating means. l

15.v In a system of train control, in combination, a line of track, signal means adapted for clear and danger indications, electrical means operative according to its condition for producing one or another indication of said signal means, means'for conditioning said electrical means including a controlling element manually operated from a fixed remote point, and a second controlling element automatically operative in accordance with the occupied or unoccupied condition of said line of traiic and towhich the conditioning operation of the manually operated element is subject, electrically operated means for indicating train movements, and means also conditioned by said manually operated element and subject to said controlling element for producing operation of said indicating means.

16; In a system of train control, in combination, a track-Way divided into blocks, train control means for each block, a com- .mon source of current for the train control means, a manually operated controlling element for each train control means, the manually operated elements being located at a fixed remote point, a track battery and a track relay for each block, and a control `:ircuit for each train control means takenv from the common source through the corresponding manually operated element and. the corresponding relay, and having a terminal ground, the other side of the common source being also grounded, said circuit thereby being capable of being broken in two places, manually at said controllingl element and automatically at said track re-v lay, thereby to prevent a regulation for clear trackway conditions falsely responsive to a corresponding operation of said manually operated element.

17. In a system of train control, in com-` bination, a track-way dividedinto blocks, train control means for each block, a com mon source of current forthe train control means, a manually operated controlling element for each train `control means, the manually operated elements being located at a fixed remote point, a track battery and a track relay for-each` block, a control circuit for each train control means taken from the common source through the corresponding manually operated element and the corresponding relay and having a terminal ground, the other side of the common source being also grounded, said circuit thereby trackway conditions falsely responsive to a corresponding operation of sald manually operated clement, an electrically operated indicating device for each block, and a circuit for said indicating device taken from said common source through said manually operated controlling element whereby said indicating device is responsive in operation to a particular condition of said train control means.

In testimony whereof I aix my signature.

- r PAUL J. SIMMEN. 

